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JIH.BAKER.

RAILWAY HAND GAR.

No. 462,190. Patented Oct. 27, 1891..

Q (No Model.) 2 Sheets-Sheet; 2.

J. H. BAKER.

RAILWAY HAND GAR.

No. 462,190. Patented Oct. 27,1891.

[WEI/V102? UNITED STATES PATENT OFFICE.

JAMES II. BAKER, OF ST. JOSEPH, MISSOURI, ASSIGNOR OF THREE-FIFTHS TOGEORGE E. BLACK, HERBERT A.

OVEN, MICHAEL V. OSBORNE, AND

LANCASTER, HALL & PIKE, ALL OF SAME PLACE.

RAILWAY HAN D- CAR.

SPECIFICATION forming part of Letters Patent No. 462,190, dated October27, 1891.

Application filed March 11, 1 891.

To all whom it may concern:

Be it known that I, JAMES H. BAKER, of St. Joseph, in the county ofBuchanan and State of Missouri, have invented certain new and usefulImprovements in Railway Hand-Cars;

and Ido hereby declare that the following is a full, clear, and exactdescription of the invention, which will enable others skilled in theart'to which it appertains to make and [0 use the same, reference beinghad to the accompanying drawings, and to letters and figures ofreference marked thereon, which form a part of this specification.

My invention relates to means forpropelling railway hand-cars; and itconsists in special mechanism presently to be described, having for'itsaims and objects to greatly increase the velocity with but smallincrease of power; to change oscillating, vibrating, or rocking motioninto continuous rotary motion; to neutralize or overcome the dead pointsor centers of the propelling-motor wheels; to avoid lost motion in suchwheels; to start the motion of the car instantly; to insure that thehand-levers shall stop their movements instead of continuing to vibratewhile the car is still continuing its travel after having been operated,and to drive the car with either a partial or full stroke of thehandlever, the construction being also simple andstrong, and thepropelling-wheels being such as to insure but little wear and greatdura-' bility. h

In the drawings, Figures 1 to 7 illustrate the two propelling-clutchesto show theirinteriors and their general construction in detail, Fig. 1being a central vertical transverse section of the two wheels placed onthe same shaft, Fig. 2 one of the outside or coveringplates of suchwheels, Fig. 3 the interior recessed ring of the wheels, Fig. 4E itsinner covering-plate, and Figs. 5, 6, 7 corresponding parts of itsfellow wheehthe most essential parts of my invention being shown in theabove-named figures. Fig. 8 illustrates a partial side View, and Fig. 9an end View, of a railway hand-operated car to which the clutches areapplied and put into action by the agency of a toothed sector worked bythe 50 hand-levers, these reversing-clutches serving Serial No. 384,639.(No model.)

.a clutch-shaft.

A A represent my improved wheels, (lacking their exterior gear,) both onthe same shaft, and each constructed as follows: E is a thick circularpiece or hub of metal, through the center of which this shaft is passed.and to which it is fixedly secured by a pin 0 or by any suitable orequivalent key.

D is a ring provided with a series of equi- 6 5 dist-ant recesses orpockets e 6, preferably six in number, cut out from its inner portion.These recesses are all alike, their faces being flat, and they extendthrough the entire thickness of the ring from one of its sides to theother, and these recesses should be substantially of the formshow11naunely, curved at their broader portion 1.and thence narrowedinwardly, as at 2, or so as to allow the proper play of the cylindrical1'oll ers f, whose diameters are less ,than that of the curved portion 1and greater than the breadth of the narrow portion 2. The length of therollers f must be slightly less than that of the thickness of the ringD, that they may be free to roll in their recesses e, and the part Bmust also he of lesser thickness than D,-in order that it may be free tore volve, and thus revolve the shaft.

G is the outer and G the inner face plate or cap, and between whichtheparts B D and rollers f above described are situated, as shown inFig. 1.

g indicates one of a set of screws adapted for the holes g made in theplates G G and ring D, for firmly securing these parts together.

In Fig. 5 the outer plate H is shown without a central boss, (shown atz' in Fig. 2,) and in Fig. '7 the inner plate Ir is shown without anyflange or incline, such as 7c in Fig. 4; but these faces may be of anydesired form and the wheels of any desired size. The rings D are eachmade or furnished with bevel-gear 0 on one side or face, (see Fig. 9,)that they IOO may both engage with an intermediate small gearp. Theperiphery B may, as preferred,

, be smooth, as in Fig. 1 or roughened, as in Figs. 3 and 5, and thisroughening may be of any kind; but when rough it is better that theroughness should be regular and uniform, that it may act uniformly onthe rollers, somewhat as shown exaggerated in Figs. 3 and 6; but I useno ratchet-teeth and have no ratchetpawls or pawls of any sort, pivotedor 0ther- Wise. The Wheel is not worked by friction of the rollers, butby leverage, when the rollers are tightly wedged or clamped. By usingrollers I get a contact-surface for the whole length of the rollers andthe whole breadth of the recesses, and the adaptation is such that therollers cannot get displaced or out of position and must always remainwith their axes parallel with each other and with the axis of the shaft.If balls were used instead of rollers, they could touch only at a point.The rollers are also liable to the minimum of wear and are positive andsure in action, even when the part B has a smooth periphery. Two clutch-wheels substantially as I have described work together and upon thesame shaft as shown in Fig. 9.

I will now describe the manner in which the above-describedclutch-wheels A A are applied to the hand-propelled car, referring toFigs. 8 and 9. Their supporting-shaft A is mounted in any suitablemanner in an upright frame A reared on the platform of the car, and oneof these clutch-wheels has a pcripheral gear 3 to engage with the teethof the toothed segment g, which is connected to and is vibrated by thelever arms or handles r, fulcrumed at *2, this lever being operated byhand in a wellknown manner. On the same shaft A is a larger gear-wheelt, which engages the teeth of a small gear to, fixed on the caraxle 'v.Between the gears 0 0 of the two clutchwheels A A and on any suitablefixed pin or bearing 19 isa small bevel-gear p, which engages with bothgears o 0, so that the revolution of the clutch-wheel A in eitherdirection by the action of the segment q must by the agency of gear 19cause the revolution 'of the wheel A in the opposite direction, wherebythe forwarder propelling movement of either one of the clutch-wheels towhatever extent will reverse the movement of the other to precisely thesame extent, and the instant the movement of the hand-lever is reversedthe clutch-wheel, which in its back motion was inoperative, now becomesimmediately operative, While the other one turns back prior to its nextdriving action, so that the rotary movement of shaft A, and consequentlyof both on the downward and on the upward movement of the hand-workinglevers 0. It will also be seen that great velocity can be thus hadwithout a corresponding increase of power, and that when the operatorceases to work the levers and the car is still running the levers willnot be forced to vibrate, but will remain motionless.

Should it be deemed necessary in any machine to which my invention isapplied to convert the increase in velocity into a correspondingincrease of power, it can be accomplished by simply increasing thediameters of my clutch-wheels, so as to give an increase of leverage inthe same proportion as the diameter of said wheels is increased. Theeffect of this change would be that the wheels would not in such casedescribe a complete revolution forward and backward at each stroke oftheir respective treadles, but only a part of a revolution proportionedto the circumference of the wheel and the length of treadle-stroke; butthe loss in velocity would be converted into power. In other words, bychanging a wheel three inches in diameter into a wheel six inches indiameter, while retaining a treadle -stroke of nine inches, I wouldobtain but one-half a revolution at each stroke; but the leverage beingdouble I would obtain twice as much power at the expense of velocity.

I claim 1. In a hand-power railway-car, the combination, with its'hand-operated lever-arms and with a vibratory toothedsegment connectedthereto, a pair of clutch-wheels serving to drive the car by the agencyof such clutches and appropriate intermediate gear.

2. In combination, the lever-arms and their toothed segment, the shaftA, having the clutch-wheels A A thereon, each composed of .an interiorhub secured to the axle, a recessed ring surrounding such hub, thedescribed series of cylindrical rollers in such recesses and workingbetween the ring and the hub, and exteriorplates serving to hold thering to place, and the bevel-gear 19, substantially as and for thepurposes set forth.

3. In combination with the lever-arms, toothed segment, clutch shaft,toothed clutches, and gear 19, the gear-wheel t, and gear to on the axleof the car-wheel.

. JAMES H. BAKER. Vitnesses:

J OHN F. IMEL, HORACE WYNDHAM.

